2007 Kia Rondo

Putting mini back in minivan.

It's a segment we never asked for, and a segment, quite frankly, few of us can get terribly excited about even now that it's here. It's the mini-minivan, the only thing that could be even less glamorous than a minivan. Ugh. How long before this one blows over?

To be fair, however, these small minivans make some sense. With "true" minivans gaining size and weight to the extent that no one can rightly call them "mini" anymore, vehicles like the Mazda 5, and now the new Kia Rondo, are stepping in to fill the void. And after last year's gas spike in our not-so-distant past, and who knows how many that lay ahead, the concept of a fuel-efficient multipurpose vehicle starts to look attractive, especially for families on a budget.

And bless the hearts of Kia and Mazda for trying to add some spunk to the concept. Mazda has dialed some sporty driving dynamics into the Mazda 3-based Mazda 5. Now enter Kia, which has gone beyond product attributes and created a whole new lexicon around the Rondo—called Rondoism—that involves concepts like "huge cabinocity," "seat flexology," and "giddyupedness." We could think of a few more, but this is a family publication.

What Is It?

The Rondo wagon/van seats five or seven passengers—all of which get to enter through four front-hinged doors like a car but then sit within a tall, privacy-tinted cabin like a van. Kia is calling it a crossover, but missing as it is a butch front end, gratuitous body cladding, and available all-wheel drive, we're left with essentially a mini-minivan.

Outside, well, the Rondo ain't no Corvette in terms of sex appeal. Hell, it ain't even a Sedona minivan in that regard. An accessory body kit will be available with fender flares and full skirts, and a roof rack and a rear spoiler are available as stand-alone options. Even with all the tack-ons, no Rondo seems capable of setting our loins ablaze.

Surprisingly Nice Interior

The Rondo comes in two trim levels. LX features a decent level of equipment, including a multitude of pleasing interior materials, three power outlets, a center console with a dual-level storage bin, air conditioning (except on a special-order "base" base model), and a CD stereo with four speakers. The EX offers more comfort, thanks to upgraded fabrics, a six-speaker stereo, cruise control, and more. Leather seats and a 10-speaker stereo system are available as EX extras. The none-too-spacious third-row seat is a mere $500 option.

Although the Rondo is no Rolls, what surprised us most about the interior was the feeling of quality in such an inexpensive vehicle, which, at $16,995, undercuts the Mazda 5 Sport by more than $1200. The materials and the panel fit inside the Rondo match anything we've seen from Mazda, as well as many Hondas and Toyotas out there. Rear windows that roll all the way down, headroom to spare, and a sense of genuine spaciousness—at least for the front two rows—may indeed create "happy familocity."

Under the Hood

LXs and EXs are both available with either of the Rondo's engine choices: a 162-hp, 2.4-liter four-cylinder or a 182-hp, 2.7-liter V-6. Four-cylinder models feature a four-speed automatic transmission; V-6 models upgrade to a five-speed automatic. Both automatics have manual shift control. All Rondos are front-wheel drive. All-wheel drive is nowhere in sight. The Rondo features four-wheel disc brakes, six standard airbags, ABS, stability control, and tire-pressure monitoring.

Driving Impressions

On our first drive of the Rondo on the sweeping, curvaceous roads outside Phoenix, we sampled LX and EX trim levels and both engine-and-transmission combos. Which brings us to the other big surprise of the Rondo: overall, the four-cylinder, four-speed combo seemed to be more appealing than the V-6, five-speed. The 2.4-liter Hyundai/DaimlerChrysler four revved smoothly and willingly, the four-speed transmission doing just fine in spite of its modest gear count. The 2.7-liter V-6 felt comparatively gruff, as it has in so many Hyundai/Kia applications, and the transmission didn't help significantly. Handling was reasonably tidy for what the Rondo is, and braking was stable although dive-prone. Those interested in steering precision should start and stop their shopping at the Mazda store. Those interested in a smooth ride and an eerie absence of tire noise, even at highway speeds, should stick with Kia.

So it drives well, certainly well enough for the average Kia buyer, who usually cares less about tight cornering than getting a lot of stuff for the money. Indeed, given its appealing price, which can't go much over $25,000 no matter how many boxes you check, we could see Kia's porky new mini-minivan becoming more successful than the six-passenger Mazda 5, which can't match the Rondo's people-carrying capacity. There may be something to this Rondoism after all.

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